Train-pipe coupling.



T. W. VANBUSKIRK.

TRAIN PIPE COUPLING.

APPLICATION FILED JUNE 8,1916.

Patented May 8,

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THOMAS W. VANBUSKIBK, OF JUNIAIA, PENNSYLVANIA, ASSIGNOR F ONE-HALF TO JOI-IN I1. BR'UBAKER, OF JUNIA'IA, PENNSYLVANIA.

TRAIN-PIPE COUPLING.

Specification of Letters Patent.

Patented May 8, 1917.

Application filed June 8, 1916. Serial No. 102,551.

To all whom it may concern:

Be it known that I, THOMAS N. VAN- BUSKIRK, a citizen of the United States, re-- siding at Juniata, in the county of Blair and State of Pennsylvania, have invented certain new and useful Improvements in Train-Pipe Couplings, of which the following is a specification.

This invention relates to an im'proved train pipe coupling and the principal object of the invention is to provide a coupling so constructed that the train pipes of adjoining cars may be connected and the valves opened when the coupler heads of the train pipes are brought together, provi sion being made so that a section of a train pipe provided with an ordinary coupler may be connected with each of the coupler heads thus preventing the coupler from interfering with the train pipe being connected with a car not provided with a corresponding coupler.

Another object of the invention is to so construct this coupler that the coupler heads may be easily separated thus preventing the train line fro-m being torn out in case the car couplers should break and further makes it unnecessary to disconnect the coupler heads when the cars are uncoupled.

Another object of the invention is to so construct this device that the turning of a car around a bend in a track will not cause the coupler heads to become disconnected.

Another object of the invention is to provide a device of the character described haw ing an improved type of coupler head which will be comparatively simple in construction but very efficient in operation.

This invention is illustrated in the accompanying drawings, wherein Figure 1 is a View showing the improved train pipe coupler in use, a portion of a car being indicated by dotted lines.

Fig. 2 is a sectional view taken along the line 22 of Fig. 1 with the improved train pipe coupler shown principally in top plan.

Fig. 3 is a view in side elevation of one of the couplers looking from the outer side.

Fig. i is a view similar to Fig. 3 looking at the inner face of the coupler.

Fig. 5 is a sectional view taken along the line 55 of Fig. 4;.

The cylinders are supported beneath the cars by means of the pins 11 which engage the supporting yokes 12 and pass through brackets 13, the arms 1% of which are connected with the supporting yokes 15 for the outer sections 16 of the pistons 17. These pistons 17 which are hollow extend into the cylinders 10 through openings permitting escape of air confined between the pistons and the outer end of the cylinders. The air passing into the cylinders through the flexible pipes 18 may pass through the pistons 17 and into the coupler heads 19. This air will also serve to yieldably hold the pistons extended and thus providemeans for tightly holding the coupler heads 19 in engagement as shown in Fig. 2. The outer end portions 16 of the pistons 17 are connected with the inner end portions by means of the joints 20 which are of the universal movement type thus permitting the outer end portions to have the proper movement to permit a car to pass around a curve in a track without the coupler heads becoming disconnected. As the pipes 18 are formed of flexible material, the car may pass around a curve and the universal oint 20 deflect laterally and the cylinders 10 turn upon their pivots 11 without the train pipes breaking. Each of these coupler heads is provided with a passageway 21 having a branch 22, which leads to an auxiliary pipe 23 which is provided with a coupler 24L of the usual construction. Therefore if a car provided with the improved attachment is to be connected with a car not provided with this improved coupler, the train pipe 23 of the coupler 19 can be connected with the ordinary hand coupler of the second car. A three-Way valve stem 25 extends through each of the couplers 19 at the junction of the passages 21 and 22, and by turning the valve 25 through the medium of the handle 26 the air may be cut ofi entirely or may be permitted to pass from one pipe 16 through the coupler heads to the second pipe or may be directed into the pipe 22. Valves 27 controlled by lever handles 28 are provided as additional protection against the passage of the air through the pipe 22.

when in operation, the cars will be brought together and coupled by the usual car couplers and th coupler heads 19 of the train line pipe will be brought together as shown in Fig. 2. The abutment faces through which the passages 21 extend will contact as shown in Fig. 2 and the shoulders 29 of the coupler heads will strike the turning handles or levers 26 for the valves 25 and as these shoulders are cut as shown in Figs. 3 and 4, they will provide cam sur faces tending to swing the lever handles and move the valves 25 to open position and permit th air to pass from one pipe 16 to the second pipe. If desired, a suitable spring can be provided for each of these lever handles so that when the cars are uncoupled, the valves will be returned to the closed position thus preventing waste of air. If the device is applied to a car which is to be connected with a car not provided with the improved coupler the valves 25 will be moved so as to permit the air to pass from the pipe 16 into the pipe 23 and this pipe 23 can then be connected by means of its coupler 24- with the ordinary coupler of the train line pipe of the second car. It will thus be seen that the device may be used in connection with a car provided with the ordinary train line pipe coupler or may be connected with a car having a similar automatic coupler. It will be further seen that the air in the cylinders will act upon the pistons 17 to yieldably hold the same extended outwardly and thus provide sufficient pressure to tightly connect the couplers 19 and prevent leakage.

What is claimed is 1. A train line coupler comprising a cylinder, a piston slidably mounted in the cylinder, a pipe connected with the outer end of said piston, a coupler head connected with said pipe and having one end portion cut to provide an abutment face and a cam face, the coupler head being provided with a passageway leading from the pipe to th abutment face and with a branch passageway terminating at the lower face of the coupler head, an auxiliary pipe communicating with the branch passageway, a valve extending through the coupler head at the intersection of the passageway and auxiliary passageway, and a handle for said valve positioned for engagementwith the cam face of an adjoining coupler head whereby the valve may be moved to permit passage of air through the main passageway of the valve head when the handle is moved by the cam face of an adjoining valve head.

2. A train pipe coupler comprising a cylinder, a piston slidably mounted in said cylinder and forming a conduit, a pipe connected with the outer end portion of said piston, a coupler head connected with said pipe and having one end portion cut to provide an abutment face and a cam face, the coupler head being provided with a passageway leading from the pipe and terminating at the abutment face, and a control valve for th passageway of the coupler head provided with a turning handle positioned for engagement with the cam face of an adjoining coupler head.

3. A train line coupler including a pipe, a coupler head connected with said pipe and having its outer end portion. cut to provide an abutment shoulder and a cam shoulder to one side of the abutment shoulder and terminating short of the outer end of the coupler head, the coupler head being provided with a passageway leading from said pipe to said abutment shoulder, a valve for said passageway, and a turning handle for said valve positioned for engagement with the cam shoulder of an adjoining head whereby the valve may be moved to an open position when the coupler heads of adjoining cars are brought together with the outer end portions of the connected coupler heads extending to protect the turning handles.

4. A train pipe coupler comprising a line pipe having a joint intermediate its length permitting universal movement, a coupler head connected with said pipe and provided with a passageway leading from the pipe to one end of the coupler head, said coupler head being provided with a shoulder forming a cam surface, a valve for said passageway having its stem extending beyond th side face of the coupler head, and a turning handle carried by the stem of said valve positioned for engagement with the cam face of an adjoining coupler whereby the valve may be opened when the couplers of adjoining cars are brought together.

5. A train pipe coupler comprising a line pipe, a coupler head connected with said pipe and provided with a passageway leading from the pipe through the coupler head, said coupler head being cut to provide a cam face, a valve for said passageway, and a turning handle for said valve positioned for engagement with the cam face of an adjoining coupler head whereby the valve may be opened when the couplers of adjoining cars are brought together.

In testimony whereof I aflix mysignature in presence of two witnesses.

THOMAS W. VANBUSKIRK.

Witnesses C. FERGUSON, ADAM LEAKE.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents. Washington, D. C. 

